Vehicular alignment for sensor calibration

ABSTRACT

A system and method of calibrating an ADAS sensor of a vehicle by aligning a target with the sensor using a target adjustment stand that includes a base frame and a movable target mount configured to support a target, with the target adjustment stand including one or more actuators for adjusting the position of the target mount. The position of the target mount is adjusted based on the orientation of the vehicle relative to the target adjustment stand. Upon properly orienting the target mount, and the target supported thereon, a calibration routine is performed whereby the sensor is calibrated using the target.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a continuation of U.S. patent applicationSer. No. 16/398,404, filed Apr. 30, 2019, now U.S. Pat. No. 11,624,608,which claims priority of U.S. provisional application Ser. No.62/664,323 filed Apr. 30, 2018, and claims priority of U.S. provisionalapplication Ser. No. 62/798,268 filed Jan. 29, 2019, all of which arehereby incorporated herein by reference in their entireties.

BACKGROUND AND FIELD OF THE INVENTION

The present invention is directed to a vehicle alignment/calibrationmethod and system, and in particular to a method and system for aligninga vehicle and sensors of a vehicle to one or more calibration targetsfor calibration of the sensors.

The use of radar, imaging systems, and other sensors, such as LIDAR,ultrasonic, and infrared (IR) sensors, to determine range, velocity, andangle (elevation or azimuth) of objects in an environment are importantin a number of automotive safety systems, such as an Advanced DriverAssistance System (ADAS) for a vehicle. A conventional ADAS system willutilize one or more sensors. While these sensors are aligned and/orcalibrated by the manufacturer during production of the vehicle wherebythey are able to provide accurate driver assistance functionality, thesensors may need realignment or recalibration periodically, such as dueto the effects of wear and tear, or misalignment due to drivingconditions or through mishap, such as a collision

SUMMARY OF THE INVENTION

The present invention provides a method and system for calibratingand/or aligning a vehicle-equipped sensor by aligning the vehicle andthereby the vehicle equipped sensor with one or more calibrationtargets. In aligning the vehicle-equipped sensor(s) to the one or morecalibration targets, a target is aligned to the vehicle by way ofdetermining the vehicle's vertical center plane. As discussed herein,once the vehicle's vertical center plane is determined, a lateral centerpoint of a target may be aligned coincident with the vehicle's ADASsensors with respect to the vertical center plane. In particular, acontroller issues control signals for controlling the driven motion of atarget adjustment frame to which a target, such as a target panel, maybe mounted such that the target panel is aligned to the vehicle's ADASsensors

According to an aspect of the present invention, a system and method ofcalibrating a sensor of a vehicle by aligning a target with the sensorincludes nominally positioning a vehicle in front of a target adjustmentstand, where the target adjustment stand includes a stationary baseframe and a target mount configured to support a target with the targetadjustment stand including one or more actuators for adjusting theposition of the target mount. An orientation of the vehicle relative tothe target adjustment stand is then determined, with the target mount,and thereby the target, being positioned relative to a sensor of thevehicle based on the determined orientation of the vehicle relative tothe target adjustment stand, including such as based on a known locationof the sensor on the vehicle. Upon positioning the target relative tothe sensor a calibration routine is performed whereby the sensor iscalibrated using the target.

In a particular embodiment, the base frame of the target adjustmentframe is configured to be mounted to a floor, with the target adjustmentframe including a base member movably mounted to the base frame and atower joined to the base member, and with the target mount supported bya tower. The target adjustment frame further includes a base memberactuator configured to selectively move the base member relative to thebase frame and tower actuators configured to selectively move the towerrelative to the base member. A computer system is operable toselectively actuate the base member actuator and tower actuators toposition the target relative to a vehicle positioned in front of thetarget adjustment frame, and in particular relative to a sensor of thevehicle. The computer system is configured to determine the orientationof the vehicle relative to the target adjustment frame and to actuatethe base member actuator and tower actuators responsive to thedetermination of the orientation of the vehicle relative to the targetadjustment frame.

Still further, the system may utilize two rearward wheel clamps and twoforward wheel clamps, wherein the rearward wheel clamps each include alight projector and are configured for mounting to the opposed wheelassemblies of the vehicle furthest from the target adjustment frame,with the forward wheel clamps each including an aperture plate and beingconfigured for mounting to the opposed wheel assemblies of the vehicleclosest to the target adjustment frame. The light projectors areoperable to selectively project light at respective ones of the apertureplates, with each aperture plate including at least one aperture throughwhich the projected light is directed at the target adjustment frame.The target adjustment frame further includes a pair of imagers with eachimager operable to image projected light passing through respective onesof the aperture plates, with the computing system being operable todetermine the orientation of the vehicle relative to the targetadjustment frame based on the images of projected light obtained by theimagers.

According to a particular aspect of the invention, a pair ofspaced-apart imager panels are provided on the target adjustment frame,where the projected light passing through the aperture plates isprojected onto respective ones of the imager panels to form a lightpattern on the imager panel, with the imagers configured to image thelight patterns. The imager panels may be translucent with the lightpatterns formed on a front surface of the panels with the imagersarranged to image the light pattern from a back surface of the imagerpanels.

The forward wheel clamps may each further include a distance sensorconfigured to obtain distance information of the forward wheel clampsrelative to spaced apart portions of the target adjustment frame, suchas the imager panels, with the computer system determining theorientation of the vehicle relative to the target adjustment frame basedat least in part on the distance information from the distance sensors.

In an alternative embodiment according to the present inventionnon-contact wheel alignment sensors are used to determine the positionof the vehicle relative to the non-contact wheel alignment sensors, withthe computer system being operable to determine the orientation of thevehicle relative to the target adjustment frame based at least in parton the determined position.

The computer system may comprise a controller disposed at or adjacentthe target adjustment frame, with the controller configured toselectively actuate actuators of the target adjustment frame. Thecomputer system may further comprise a remote computing device that isconfigured to determine the orientation of the vehicle relative to thetarget adjustment stand and transmit control signals to the controllerfor selectively actuating the actuators, such as via an Internetconnection.

The computer system, such as the remote computing device, may interfacewith one or more databases for performing the alignment of the targetrelative to the sensor of the vehicle, as well as performing thecalibration routine. The databases may include information regardingmakes and models of vehicles, as well as databases regarding specificsof the ADAS sensors equipped on such vehicles and processes forcalibrating the sensors, including for example locations of the sensorson the vehicle, specifics regarding the type of target to use forcalibrating the sensor, and calibration program routines for calibratingthe sensor. The databases may further include calibration routines, suchas OEM calibration routines. The computer system may further include acomputing device, such as an operator computing device, that interfaceswith ECUs of the vehicle to obtain information from the vehicle and/orperform a calibration routine.

In another alternative embodiment, a system and method for aligning atarget to a vehicle for calibration of a sensor equipped on the vehiclecomprises a vehicle stand upon which a vehicle is configured to bepositioned, a target adjustment frame movably mounted to a rail with therail extending longitudinally with respect to the vehicle stand and to alongitudinal axis of the vehicle when positioned on the vehicle stand,with the target adjustment frame including a base frame movably mountedto the rail and a target mount moveably mounted on the target adjustmentframe with the target mount configured to support a target and thetarget adjustment frame further including a plurality of actuatorsconfigured to selectively move the target mount relative to the baseframe. A computer system is provided that is configured to selectivelyactuate the actuators to position the target relative to the vehiclepositioned in front of the target adjustment frame, with the targetmount being moveable by the actuators vertically and laterally withrespect to the longitudinal axis of the vehicle when positioned in frontof the target adjustment frame. The target adjustment frame is moved onthe rail into a longitudinal orientation relative to the vehicle and thecomputer system selectively actuates the actuators to position thetarget based on a known orientation of the vehicle on the vehicle standto position the target relative to a sensor of the vehicle whereby thesensor is able to be calibrated using the target.

The present invention provides a system and method for accuratelypositioning a calibration target relative to a sensor of a vehicle andcalibrating the sensor, such as in accordance with OEM specifications.The accurate positioning and calibration of the sensor thus aids inoptimizing the performance of the sensor to in turn enable the sensor toperform its ADAS functions. These and other objects, advantages,purposes and features of this invention will become apparent upon reviewof the following specification in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a vehicle target alignment system inaccordance with the present invention;

FIG. 2 is a side perspective view of the vehicle of FIG. 1 to whichwheel mounted alignment tools in accordance with the present inventionare affixed;

FIG. 3 is a perspective view of the wheel mounted laser tool clamp ofFIG. 2 ;

FIG. 3A is a close-up perspective view of the wheel clamp of FIG. 3shown removed from the wheel assembly;

FIG. 4 is a perspective view of the wheel mounted aperture plate toolclamp of FIG. 2 ;

FIG. 4A is a close-up perspective view of the wheel clamp of FIG. 4shown removed from the wheel assembly;

FIG. 5 is a front perspective view of the target adjustment frame orstand of FIG. 1 ;

FIG. 6 is a rear perspective view of the target adjustment frame orstand of FIG. 1 ;

FIG. 7 is a perspective view of an alignment housing of the targetadjustment frame of FIG. 1 illustrating an imager disposed therein;

FIG. 8 is an interior view of the imager panel of the alignment housingof FIG. 7 ;

FIG. 9 is an interior perspective view of the alignment housing of FIG.7 for calibration of the imager;

FIG. 10 illustrates an exemplary flow chart of the operation of avehicle target alignment system in accordance with the presentinvention;

FIG. 11 is a schematic illustration of remote processes operations of avehicle target alignment system in accordance with the presentinvention;

FIG. 12 is a perspective view of the vehicle target alignment system ofFIG. 1 equipped with an adjustable floor target assembly illustratingthe vehicle in a reversed orientation relative to the target adjustmentframe;

FIG. 13 is a close-up perspective view of the system and orientation ofFIG. 12 disclosing the adjustable floor framework for positioning of thefloor mat relative to the vehicle;

FIG. 14 is an overhead view of the vehicle target alignment system andorientation of FIG. 12 ;

FIG. 15 is a perspective view of a non-contact alignment system that maybe used with a target adjustment frame in accordance with an embodimentof the present invention; and

FIG. 16 is a perspective view of an alternative vehicle target alignmentsystem in accordance with a further aspect of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention will now be described with reference to theaccompanying figures, wherein the numbered elements in the followingwritten description correspond to like-numbered elements in the figures.

FIG. 1 illustrates an exemplary vehicle target alignment and sensorcalibration system 20 in accordance with the present invention. Ingeneral, upon a vehicle 22 being nominally positioned or located infront of a target adjustment frame or stand 24, the system 20 isconfigured to align one or more targets, such as a target or targetpanel 26 mounted to target adjustment frame 24, or targets on floor mat28, or other targets, relative to vehicle 22, and in particular to aligntargets relative to one or more ADAS sensors 30 of the vehicle 22.Sensors 30 may thus be radar sensors for adaptive cruise control(“ACC”), imaging systems such as camera sensors for lane departurewarning (“LDW”) and other ADAS camera sensors disposed about vehicle, aswell as other sensors, such as LIDAR, ultrasonic, and infrared (“IW”)sensors of an ADAS system, including sensors mounted inside the vehicle,such as forward facing cameras, or exterior mounted sensors, with thetargets supported on stand 24 constructed for calibration of suchsensors, including grids, patterns, trihedrals, and the like. Uponaligning the target with the sensor of the vehicle, a calibrationroutine is performed whereby the sensor is calibrated or aligned usingthe target.

As discussed in detail below, in order to align the targets relative tothe vehicle sensors 30, in one embodiment wheel clamps are mounted tothe wheel assemblies 32 of vehicle 22, where the wheel clamps include apair of rearward clamps or light projector clamps 34 a, 34 b and a pairof forward clamps or aperture plate clamps 36 a, 36 b. Light projectedfrom projector clamps 34 a, 34 b passes through respective apertureplate clamps 36 a, 36 b and is received by an imager or camera 38 (FIG.7 ) within housings 40 a, 40 b located on target adjustment frame 24. Asdiscussed in more detail below, a computer system, such as a controller42 that may be configured as a programmable logic controller (PLC) ofsystem 20, is then configured to adjust the target relative to sensors30 upon acquisition of data related to the orientation of vehicle 22,including based on the projected light from projector clamps 34 a, 34 breceived by imagers 38. Upon the targets being aligned with a sensor ofthe vehicle 22, calibration of the sensor may be performed, such as inaccordance with OEM specifications. In a particular embodiment thecomputer system includes a remote computing device that interfaces withcontroller 42, such as over an internet connection, for both providingan operator of system 20 with instructions as well as for processing andcontrolling movement of target adjustment frame 24. The followingdiscussion provides details regarding the construction and operation ofthe illustrated embodiment of vehicle target alignment system 20. Asused herein, references to calibration of the sensor encompass alignmentof the sensor.

Light projector clamps 34 a, 34 b and aperture plate clamps 36 a, 36 bwill be discussed with initial reference to FIGS. 2-4 . As there shown,a left side projector clamp 34 a is mounted to the rear wheel assembly32 of vehicle 22 and a left side aperture plate clamp 36 a is mounted tothe front wheel assembly 32. Although not shown in detail, it should beappreciated that the right side clamps 34 b, 36 b are substantiallysimilar to the left side clamps 34 a, 36 a, but in mirror arrangement.Due to their similarity not all of the details of the right side clampsare discussed herein. Moreover, the left and right side are referencedwith respect to the target adjustment frame 24 relative to theorientation in which the light is projected at frame 24 by the projectorclamps 34 a, 34 b. As discussed below with reference to FIGS. 10-12 ,vehicle 22 may be alternatively oriented with regard to system 20 forcalibration of other vehicle sensors whereby clamps 34, 36 would bemounted to different wheel assemblies. That is, projector clamp 34 awould be mounted to the passenger side front wheel assembly 32 andprojector clamp 34 b would be mounted to the driver side front wheelassembly 32.

In the illustrated embodiment the clamps 34 a, 36 a are modified from aconventional wheel clamp. The clamps 34 a, 36 a, include multipleadjustable arms 44 having extendable and retractable projection arms 46to which are mounted claws 47, where claws 47 are configured forengaging to the wheel flange 48 of the wheel 54 of the wheel assembly32. Also provided are optional retention arms 50 that engage with thetire of the wheel assembly 32. In use, claws 47 may be disposed aboutthe wheel flange 48 with a spacing of approximately 120 degrees, withprojection arms 46 being drawn in, such as by the rotatable handle 52shown, to securely fix the clamp to the wheel flange 48 of the wheel 54of the wheel assembly 32. When so mounted, clamps 34 a, 36 a areco-planar with a plane defined by the wheel 54 and are centered on wheel54, where wheel 54 is mounted to the hub of the vehicle, whichestablishes the axis of rotation such that the clamps 34 a, 36 a aremounted about the axis of rotation of wheel 54. The clamps 34 a, 36 afurther include a central hub 56, which when mounted to wheel 54 iscentered on the wheel 54 and is aligned about the axis of rotation ofwheel 54.

The projector clamps 34, with reference to the projector clamp 34 ashown in FIGS. 2 and 3 , are modified to include a projection assembly60. Projection assembly 60 includes a post or shaft 62, a bearingassembly or mount 64 mounted coaxially to shaft 62, a bearing block 65connected with bearing mount 64 so as to be disposed perpendicularly toshaft 62 and be able to rotate on shaft 62 via gravity, a lightprojector that in the illustrated embodiment is configured as a laser 66attached to bearing block 65, and a projector controller assembly 68that is also attached to bearing block 65. Shaft 62 is inserted into ahub 56 to thereby extend normal to a plane defined by wheel 54. Bearingmount 64 in turn pivots on shaft 62 such that due to gravity it willnaturally rotate into a vertical orientation.

As understood from FIGS. 2-4 , laser 66 is configured to project a pairof light planes 70 a, 70 b (see FIGS. 3A, 7 and 8 ) that are orientedperpendicularly to each other in a cross pattern 71. In a situation inwhich shaft 62 is parallel to the surface upon which vehicle 22 rests,light plane 70 a would be planar to the surface upon which vehicle 22rests and light plane 70 b would be perpendicular to the surface.

Projector controller assembly 68 includes a controller, such as amicroprocessor, and software for selective operation of laser 66, aswell as includes an internal battery and a transmitter/receiver forwireless communication with controller 42, such as by way of a Wi-Fi,Bluetooth, or other wireless communication format, which are containedwithin a housing, as shown in FIG. 3 . As also shown in FIG. 3 ,assembly 68 may be provided with a control switch 72 for selectivelypowering the projector assembly 60 on and off.

The aperture plate clamps 36, with reference to the aperture plate clamp36 a shown in FIGS. 2 and 4 , are modified to include an apertureassembly 76. Aperture assembly 76 includes a post or shaft 78, a bearingassembly or mount 80 mounted coaxially to shaft 78, a bearing block 81connected with bearing mount 80 so as to be disposed perpendicularly toshaft 78 and be able to rotate on shaft 78 via gravity, an apertureplate 82 mounted to bearing block 81, a controller assembly 84 mountedto bearing block 81, and a distance sensor 86. Shaft 78 is inserted intoa hub 56 to thereby extend normal to a plane defined by wheel 54.Bearing mount 80 in turn pivots on shaft 78 such that due to gravity itwill naturally rotate into a vertical orientation.

Aperture plate 82 is configured to include pairs of parallel opposedapertures. In the illustrated embodiment these include a pair ofvertically oriented elongate apertures 88 a, 88 b and a pair ofhorizontally oriented elongate apertures 90 a, 90 b (see FIG. 4A), wherethe pairs of elongate apertures are oriented perpendicularly withrespect to each other and are disposed about a central aperture 92 thatin the illustrated embodiment is square. In a situation in which shaft78 was parallel to the surface upon which vehicle 22 rests, apertures 90a, 90 b would be aligned parallel to the surface and apertures 88 a, 88b would be aligned perpendicular to the surface.

In the illustrated embodiment distance sensors 86 are configured astime-of-flight (“ToF”) sensors that are used to determine distances tofeatures of the target adjustment frame 24, as discussed in more detailbelow. Controller assembly 84 includes a controller, such as amicroprocessor, and software for selective operation of sensor 86, aswell as includes an internal battery and a transmitter/receiver forwireless communication with controller 42, such as by way of a Wi-Fi,Bluetooth, or other wireless communication format, which are containedwithin a housing, as shown in FIG. 4 . As also shown in FIG. 4 ,assembly 84 may be provided with a control switch 94 for selectivelypowering the aperture assembly 76 on and off. Although distance sensors86 are disclosed as ToF sensors, it should be appreciated thatalternative distance sensors may be employed, such as laser distancesensors, or other conventional distance sensors.

Referring now to FIGS. 5 and 6 , as previously noted target adjustmentframe 24 movably supports target 26 and includes alignment housings 40a, 40 b and controller 42. Target adjustment frame 24 includes a baseframe 96 having wheels 98 and leveler stops 100. Base frame 96 in theillustrated embodiment is generally rectangular with various crossmembers, with wheels 98 being mounted to frame 96. Leveler stops 100 areconfigured to be lowered to raise and level base frame 96 such thatwheels 98 are no longer in contact with the floor surface whereby targetadjustment frame 24 may remain stationary and level.

Target adjustment frame 24 further includes a base member 102 that ismoveable forwards and backwards via an actuator 104 along an X-axis,where base member 102 is mounted for sliding movement in rails 106 ofbase frame 96 and the X-axis is thus parallel to rails 106 for movementlongitudinally relative to vehicle 22 when in the orientation of FIG. 1. A tower assembly 108 and an imager housing support 110 are rotatablymounted to base member 102 via a bearing (not shown), with imagerhousings 40 a, 40 b being supported distally from one another on opposedends of support 110. The pivoting or rotatable mounting on base member102 enable tower assembly 108 and imager housing support 110 to besimultaneously rotated about the vertical or Z-axis by way of actuator112, as well as translated or moved longitudinally by actuator 104 viamovement of base member 102. Due to imager housings 40 a, 40 b beingmounted to support 110, rotation of support 110 via actuator 112 will inturn cause housings 40 a, 40 b to rotate about the vertical axis.Moreover, in the illustrated embodiment the imager housings 40 a, 40 bare located equidistant from the rotational Z-axis.

Tower assembly 108 in turn includes an upright frame member configuredas a vertically oriented tower 114 with vertically oriented rails 116,with a target support assembly 118 being mounted to rails 116 wherebythe assembly 118 is moveable up and down in the vertical or Z-axis,where assembly 118 is moveable by way of actuator 120. Target supportassembly 118 is mounted to rails 116 for vertical movement, with atarget mount 124 in turn being mounted to horizontal rail 122. Targetmount 124 is configured to hold target 26 and is horizontally moveablealong rail 122 by way of actuator 126.

Target adjustment frame 24 further includes holders 128 a, 128 b forretaining the pairs of projector clamps 34 and aperture plate clamps 36for respective sides of a vehicle when the clamps 34, 36 are not in use.In particular, holders 128 a, 128 b comprise battery charging stationsfor recharging the batteries of clamps 34, 36, such as between uses.

Actuators 104, 112, 120 and 126 are operably connected, such as bycontrol wires, with controller 42 whereby controller 42 is able toselectively activate the actuators to move their associated componentsof target adjustment frame 24. It should be appreciated that variousconstructions or types of actuators may be used for actuators 104, 112,120 and 126 for movement of the various components of target adjustmentframe 24. In the illustrated embodiment, actuators 104, 112, 120 and 126are constructed as electrical linear actuators. Alternatively, however,the actuators may be constructed as geared tracks, adjustment screws,hydraulic or pneumatic piston actuators, or the like. Still further, itshould be appreciated that alternative arrangements of target adjustmentframe and actuators may be employed for positioning of a target withinthe scope of the present invention. For example, base member 102 may beconfigured for lateral movement relative to base frame 96 and/or tower108 may be configured for lateral movement relative to base member 102.

Details of imager housings 40 a, 40 b will now be discussed withreference to FIGS. 7-9 , where each imager housing 40 a and 40 b aresubstantially similar such that only one housing 40 is shown in FIGS.7-9 and discussed herein. As understood from FIG. 7 , a digital imageror camera 38 is mounted to a rear wall 132 of housing 40, where camera38 comprises a CMOS device or the like. Housing 40 further includes atranslucent or semitransparent front panel or image panel 134 having afront surface 136 and a back surface 138, with camera 38 being directedat back surface 138. As discussed in more detail below, the light planes70 a, 70 b projected by laser 66 from projector clamps 34 pass throughthe apertures 88 a, 88 b, 90 a, 90 b and 92 of the aperture plates 82 ofaperture plate clamps 36 and project onto front surface 136 of panel134, with camera 38 then imaging the projected light pattern 73 viewableby camera 38 on back surface 138 of panel 134 (FIG. 8 ). Camera 38 inturn transmits signals regarding the images to controller 42.

Housing 40 further includes sides 140 and a moveable lid 142, with panel134 being configured to pivot downward about support 110. Panel 134 isalso connected to a calibration panel or grid 144, whereby when panel134 is rotated outwardly, calibration panel 144 is disposed in the fixedupright position in which panel 134 was previously disposed. (See FIG. 9.) Calibration panel 144 may thus be used for calibrating camera 38,such as with respect to the vertical and horizontal orientations andgeometric spacings. As discussed in more detail below, this is then usedin determining the orientation of the light projected on panel 134 fromprojector clamps 34, which in turn is used in determining theorientation of vehicle 22 relative to target adjustment frame 24 wherebya target 26 mounted on target adjustment frame 24 may be oriented forcalibration of sensors 30 on vehicle 22.

Descriptions of exemplary use and operation of vehicle target alignmentsystem 20 may be understood with reference to FIG. 10 , whichillustrates a process 146 including various steps for aligning a targetheld by target mount 124, such as target 26 or another or additionaltarget, relative to vehicle 22, and in particular relative to sensors 30of the vehicle 22 such that one or more sensors 30 of vehicle 22 may becalibrated/aligned.

In an initial vehicle setup step 148 vehicle 22 may be prepared, such asby ensuring that tire pressures are nominal and that the vehicle isempty. Step 148 may further include supplying or inputting informationto an operator computer device 166 (FIG. 11 ), such as by being inputinto a desktop, laptop or tablet by an operator or being obtaineddirectly from a computer of vehicle 22, such as an electronic controlunit (ECU) of vehicle 22. Such information may include informationregarding specifics of the vehicle 22, such as its make, model and/orother information regarding sensor systems on vehicle 22, and/or includespecific information regarding sensors 30 of vehicle 22, the wheelbasedimensions of vehicle 22, or other relevant information for performingcalibration/alignment of sensors 30. Still further, operator computerdevice 166 may prompt an operator as to which target to mount to targetmount 124 for calibration of a given vehicle sensor 30.

As discussed herein, an operator may be provided a series ofinstructions for performing the ADAS calibration process 146 viaoperator computing device 166 provided with an operator interface, suchas a graphical user interface (“GUI”). The instructions may be based ona flow chart that both requests information from the operator regardingthe vehicle, such as make, model, VIN and/or details regarding equipmentof the vehicle, such as tire and wheel size, types of vehicle options,including sensor options, as well as provides information to theoperator regarding the system and vehicle setup for calibration of ADASsensors. The provided instructions may also inform the operator how tomount and position equipment, as well as provide adjustments to thetarget adjustment frame 24.

At step 150 vehicle 22 and target adjustment frame 24 are nominallypositioned with respect to each other such that vehicle 22 is generallylongitudinally oriented relative to frame 24, such as shown in eitherFIG. 1 in which vehicle 22 is facing forward toward frame 24 or in FIG.10 in which vehicle 22 is directed rearward toward frame 24. Thisnominal position may also include, for example, positioning vehicle 22at a coarse alignment distance relative to frame 24, such as by using atape measure or other measuring device to obtain a coarse alignment ofthe target frame 24 to vehicle 22, or by way of pre-established markingson a floor surface. In a particular aspect, this may include nominallypositioning the target adjustment frame 24 relative to an axle of thevehicle 22 that is closest to target adjustment frame 24. This step alsoincludes orienting the front wheels of vehicle 22 in a straight-drivingposition. Sill further, distance sensors 86 of aperture wheel clamps 36a, 36 b may be used to establish a nominal distance, as also referencedbelow.

At step 152 projector clamps 34 a, 34 b are mounted to the wheelassemblies 32 of vehicle 22 that are furthest from target adjustmentframe 24 and aperture plate clamps 36 a, 36 b are mounted to the wheelassemblies 32 that are closet to target adjustment frame 24.Accordingly, in the orientation of FIG. 1 projector clamps 34 a, 34 bare mounted to the rear wheel assemblies 32 of vehicle 22, and in theorientation of FIGS. 12-14 projector clamps 34 a, 34 b are mounted tothe front wheel assemblies 32, with aperture plate clamps 36 a, 36 bbeing mounted to the other wheel assemblies in each case.

At step 154, ToF sensors 86 of aperture plate clamps 36 a, 36 b oneither side of vehicle 22 are activated, such as by way of a signal fromcontroller 42 or by an operator manually activating assemblies 76, suchas by way of switches 94. Sensors 86 are directed to generate andacquire signals regarding the distance between each of the apertureplate clamps 36 a, 36 b and the respective panels 134 of imager housings40 a, 40 b, with distance information for both sides then beingtransmitted by the respective controller assemblies 84, such as back tocontroller 42.

At step 156, based on the acquired distance information of step 154,controller 42 is operable to activate actuator 112 to rotate support 110and thereby adjust the rotational orientation of imager housings 40 a,40 b as required in order to square the housings 40 a, 40 b to thelongitudinal orientation of vehicle 22. Controller 42 is additionallyoperable to activate actuator 104 to adjust the longitudinal position oftower assembly 108 relative to the longitudinal orientation of vehicle22 to a specific distance specified for the sensors 30 of vehicle 22undergoing calibration, where this distance may be specified, forexample, by the OEM procedures for calibration, such as including basedon the front axle distance to the target. As such each of the apertureplate clamps 36 a, 36 b will be at a predefined equidistance from itsrespective associated imager housing 40 a, 40 b, to thereby align theparticular vehicle sensor 30 at issue to the target. It should beappreciated that distance measurements acquired via distance sensors 86may be continuously acquired during the adjustments of support 110 andtower assembly 108 until the desired position is achieved in aclosed-loop manner. Moreover, upon adjusting into the desired positionthe distance sensors 86 may be deactivated.

At step 158, lasers 66 of projector clamps 34 a, 34 b are activated,such as by way of a signal from controller 42 or by an operator manuallyactivating projection assemblies 60, such as by way of switches 72. Eachlaser 66 generates a cross shaped pattern of light planes 70 a, 70 bdirected at the aperture plates 82 of the respective aperture plateclamps 36 a, 36 b. When so aligned, the horizontal light planes 70 apass through the vertical apertures 88 a, 88 b to form light points ordots A1 and A2 on each panel 134. Likewise, the vertical light planes 70b pass through the horizontal apertures 90 a, 90 b to form light pointsor dots B1 and B2 on each panel 134. Moreover, a portion of theintersecting light planes 70 a, 70 b of each laser 66 pass through thecentral aperture 92 of the respective aperture plates 82 to form a crosspattern 71. The dots A1, A2 and B1, B2, as well as the cross pattern 71,thus form a light pattern 73 on the panels 134, which is viewable bycamera 38 on surface 138 (FIG. 8 ). It should be appreciated thatalternative light patterns may be employed, such as may be generated byalternative light projectors and/or different aperture plates, fordetermining the orientation of the vehicle 22 relative to targetadjustment frame 24.

At step 160, the cameras 38 of each of the imager housings 40 a, 40 bimage the back surfaces 138 of the respective panels 134 to obtainimages of the light pattern formed on the panels 134 by the lasers 66 asthe light planes 70 a, 70 b pass through the aperture plates 82. Theimages taken by cameras 38 are transmitted to controller 42, withcontroller 42 thus being able to define a proper orientation for thetarget mount 124, and associated target 26, relative to the currentposition of the vehicle. For example, controller 42 is able to determinethe location of the vertical center plane of vehicle 22 relative totarget adjustment frame 24 via the respective light patterns 73. Thecontroller 42 may first identify the dots A1, A2 and/or B1, B2,including via use of the cross pattern 71 as a reference for identifyingthe imaged dots. Controller 42 may then resolve the relative location ofdots A1, A2 and/or B1, B2 on each of the panels 134 based on thepredetermined known calibration of camera 38 established via calibrationpanel 144. For example, controller 42 may determine the center linelocation of vehicle 22 based on the known spacing of housings 40 a, 40 brelative to the Z-axis and the determination of the relative location ofthe dots A1, A2 formed on panels 134.

In particular, various vehicle alignment parameters may be determinedvia light patterns 73. For example, a rolling radius may be determinedvia the dots B1, B2 and the known symmetrical spacing of apertures 90 a,90 b relative to each other about the axis defined by shaft 78, which isin alignment with the axis of the associated wheel assembly 32 to whichthe clamp 36 is mounted, thus enabling determination of the verticalradial distance from the floor to the axes of the front wheel assemblies32 of vehicle 22. The rolling radius value from both sides of thevehicle 22 may be obtained and averaged together. Rear toe values mayalso be obtained from dots B1, B2 with respect to A1, A2 via thevertical laser planes 70 b passing through the horizontal apertures 90a, 90 b, where a single measurement would be uncompensated for runout ofthe rear wheel assemblies 32. In addition, the vehicle centerline valuemay be obtained via the dots A1, A2 formed by laser planes 70 a passingthrough the vertical apertures 88 a, 88 b on each side of the vehicle22.

At step 162, based on the acquired vehicle position or center planeinformation of step 160, controller 42 is operable to activate actuator126 to adjust the lateral orientation of the target mount 124, and thusthe target 26 mounted thereon, to a desired lateral position relative tovehicle 22, and in particular relative to a particular sensor 30 ofvehicle 22. For example, a sensor 30 positioned on vehicle 22 may beoffset from the vehicle centerline, with system 20 taking this intoaccount, such as based on the vehicle make, model and equipped sensorsby way of the information obtained at process step 148 discussed above,whereby target 26 may be positioned in a specified position relative tothe sensor 30, such as specified by OEM calibration procedures. As such,system 20 may thus not only align the target 26 with respect not to theXYZ axis of the vehicle, but with respect to a sensor mounted on thevehicle.

In addition to the above, the vertical height of target mount 124 ispositioned via actuator 120 to be in a predefined height for a givensensor 30 of vehicle 22, such as specified by an OEM calibrationprocedure. This height may be based on, for example, a vertical heightabove the floor surface upon which target adjustment frame 24 andvehicle 22 are positioned. Alternatively, a chassis height or fenderheight of vehicle 22 may be determined to further aid in orientating thetarget 26. For example, the chassis or fender height may be determined,such as at multiple locations about vehicle 22, such that an absoluteheight, pitch, and yaw of a vehicle mounted sensor may be determined,such as a LDW or ACC sensor. Any conventional method for determining achassis or fender height of vehicle 22 may be used. For example, one ormore leveled lasers may be aimed at targets magnetically mounted tovehicle 22, such as to the fenders or chassis. Alternatively, anon-contact system may be used that does not utilize mounted targets,but instead reflects projected light off of portions of the vehicleitself.

Finally, at step 164, the calibration of sensors 30 of vehicle 22 may beperformed, such as in accordance with the OEM calibration procedures.This may involve, for example, operator computing device 166communicating signals to one or more ECUs of vehicle 22 to activate anOEM calibration routine, where the particular target required forcalibration of a given vehicle sensor 30 has thus been properlypositioned with respect for the sensor 30 in accordance with thecalibration requirements.

It should be appreciated that aspects of process 146 may be altered,such as in order, and/or combined and still enable calibration/alignmentof sensors 30 in accordance with the present invention. For examplesteps 148 and 150, or aspects thereof, may be combined. Still further,simultaneous operation of various steps may occur. This includes, asnoted, the use of distance sensors 86 for determining a nominaldistance, in which case wheel clamps 34, 36 would be mounted to wheelassemblies 32, whereby at least steps 150 and 152 may be combined.

Further with regard to steps 160 and 162, additional procedures andprocessing may be performed in situations in which it is desired orrequired to account for a thrust angle of the vehicle 22 duringcalibration of vehicle sensors. In particular, with regard to theorientation of FIG. 1 , with vehicle 22 facing forward toward targetadjustment frame 24, the rear axle thrust angle of the non-steering rearwheels may be addressed. To do so, in like manner as discussed above,camera 38 takes initial images of the light pattern formed on the backsurfaces 138 of panels 134 by the lasers 66 as the light planes 70 a, 70b pass through the aperture plates 82, with the image data beingtransmitted to controller 42. Subsequently, vehicle 22 is caused to moveeither forward or backward such that the wheel assemblies 32 rotate by180 degrees. After vehicle 22 is moved, camera 38 takes additionalimages of the light pattern formed on the back surfaces 138 of panels134 by the lasers 66 as the light planes 70 a, 70 b pass through theaperture plates 82, with the image data also being transmitted tocontroller 42. The runout-compensated thrust angle of vehicle 22 can bedetermined and accounted for by controller 42 based on the orientationof the vertically disposed dots B1, B2 between the first and secondimages for each of the cameras 38 on either side of vehicle 22 based onthe runout of the wheels 32 with respect to A1, A2.

Accordingly, after the vehicle has been moved, a second vehiclecenterline value is obtained via the horizontal laser planes 70 apassing through the vertical apertures 88 a, 88 b from each of the leftand right sides of the vehicle 22. The second alignment measurementvalues additionally include determining second rear toe values via thevertical laser planes 70 b passing through the horizontal apertures 90a, 90 b, which values are uncompensated for runout of the rear wheelassemblies. Based on the first and second vehicle centerline values,runout-compensated alignment values are determined. This includes rearrunout-compensated rear toe and thrust angles.

Upon obtaining the alignment values the vehicle 22 is rolled into orback into the original starting calibration position such that wheelassemblies 32 rotate 180 degrees opposite to their original rotation,with cameras 38 again taking images of the light pattern. Controller 42is thereby able to confirm that dots B1, B2 have returned to the sameposition on panels 134 as in the original images. Alternatively, vehicle22 may be located in an initial position and then rolled into acalibration position, such as to have 180 degrees of rotation of thewheel assemblies 32, with the vehicle 22 thrust angle compensationdetermination being made based on images being taken in the initial andcalibration positions. Upon determination of the thrust angle, thedetermined thrust angle may be used by controller 42 to compensate thespecific position at which target 26 is positioned via controller 42activating one or more of the actuators of target adjustment frame 24.For example, the yaw of tower assembly 109 may be adjusted to compensatefor the rear thrust angle. With the vehicle 22 properly aligned with thetarget frame 80, and the rear thrust angle thus determined, calibrationand alignment procedures may be carried out.

Vehicle 22 may be rolled forward and backward, or vice versa, by anoperator pushing the vehicle. Alternatively, target adjustment frame 24may be provided with a carriage having arms engaged with conventionalcradle rollers located on either side of the forward wheel assemblies,with such arms being extendable and retractable to move the vehicle therequired distance, such as based on the tire size.

Alignment and calibration system 20 may be configured to operateindependently of external data, information or signals, in which casethe computer system of the embodiment comprises the controller 42 thatmay be programmed for operation with various makes, models and equippedsensors, as well as may include the operator computer device 166. Insuch a standalone configuration, as illustrated in FIG. 11 , operatorcomputer device 166 may interface with vehicle 22, such as via one ormore ECUs 168 of vehicle 22 that may be interfaced via an on-boarddiagnostic (OBD) port of vehicle 22, as well as with controller 42 toprovide step-by-step instructions to an operator. Alternatively,operator computer device 166 may receive information input by anoperator regarding vehicle 22, such as make, model, vehicleidentification number (VIN) and/or information regarding the equippedsensors, with device 166 communicating such information to controller42.

Alternative to such a standalone configuration, FIG. 11 also disclosesan exemplary embodiment of a remote interface configuration for system20 where system 20 is configured to interface with a remote computingdevice or system 170, such as a server, and one or more remote databases172, such as may be accessed via an Internet 174, whereby the computersystem thus further comprise the remote computing device 170. Forexample, remote computing device 170 incorporating a database 172accessed via the Internet, may be used to run a calibration sequencethrough one or more engine control units (“ECUs”) of the vehicle 22 tocalibrate one or more ADAS sensors pursuant to pre-established programsand methodologies, such as based on original factory-employedcalibration sequences or based on alternative calibration sequences. Insuch a configuration, controller 42 need not contain programs related tosetup parameters for particular makes, models and equipped sensors, noris controller 42 required to perform data analysis from distance sensors86 or cameras 38. Rather, an operator may connect operator computerdevice 166 to an ECU 168 of vehicle 22, with computer device 166 thentransmitting acquired vehicle specific information to computing system170, or alternatively an operator may enter information directly intooperator computer device 166 without connecting to vehicle 22 fortransmitting to computing system 170. Such information may be, forexample, make, model, vehicle identification number (VIN) and/orinformation regarding the equipped sensors. Computing system 170 maythen provide the necessary instructions to the operator based onspecific procedures required to calibrate sensors as set forth indatabases 172 and specific processing performed by computing system 170,with control signals then transmitted to controller 42. For example,computing system 170 may provide instructions to operator regarding thenominal position at which to locate vehicle 22 from target adjustmentframe 24 and regarding installation of the wheel clamps 34, 36.

Computing system 170 may further send control signals to perform thealignment procedure. For example, computing system 170 may send controlsignals to controller 42 to activate actuator 120 to position the targetmount 124 at the desired vertical height for the particular sensor 30that is to be calibrated. Computing system 170 may also send controlsignals to controller 42, with controller 42 selectively wirelesslyactivating distance sensors 86, with the information obtained fromdistance sensors 86 in turn transmitted back to computing system 170.Computing system 170 may then process the distance information and sendfurther control signals to controller 42 for activating the actuators104 and 112 for the yaw and longitudinal alignment, in like manner asdiscussed above. Upon confirmation of that alignment step, computingsystem 170 may then transmit control signals to controller 42 foractivating lasers 66, with controller 42 in turn transmitting image datasignals to computing system 170 based on images of the light patternsformed on panels 134 detected by cameras 38. Computing system 170 inturn processes the image data signals to determine a lateral alignment,and sends control signals to controller 42 for activating actuator 126to achieve the predefined lateral positioning of the target held bytarget mount 124.

Databases 172 may thus contain information for performing calibrationprocesses, including, for example, information regarding the specifictarget to be used for a given vehicle and sensor, the location at whichthe target is to be positioned relative to such a sensor and vehicle,and for performing or activating the sensor calibration routine. Suchinformation may be in accordance with OEM processes and procedures oralternative processes and procedures.

In either embodiment various levels of autonomous operation by system 20may be utilized, such as with regard to automatically activatingdistance sensors 86 and/or light projectors 66 as compared to system 20providing prompts to an operator, such as by way of operator computingdevice 166, to selectively turn distance sensors 86 and/or lightprojectors 66 on and off. This applies to other steps and procedures aswell.

Referring now to FIGS. 12-14 , system 20 may additionally include anadjustable floor target assembly 180 integrated with target adjustmentframe 24. Floor target assembly 180 includes a mat 28 that is adjustablypositionable about vehicle 22, where mat 28 may include various targets184 disposed directly on mat 28, such as may be used for calibration ofsensors configured as exterior mounted cameras on vehicle 22 that aredisposed about vehicle 22, such as cameras used for a conventionalsurround view system mounted in the bumpers and side view mirrors. Inthe illustrated embodiment, mat 28 of floor target assembly 180additionally includes mounting locations or indicators 186 for locatingtargets that may be disposed on mat 28, such as targets 188 that areconfigured as trihedrals mounted on posts for calibration of rear radarsensors on vehicle 22.

In the illustrated embodiment, floor target assembly 180 includes a pairof arms 190 that are securable to the imager housing support 110, witharms 190 extending outwards toward vehicle 22 and being connected to andsupporting a lateral rail 192. A moveable rail 194 is disposed insliding engagement with rail 192, with rail 194 including a bracket 196for selective connection with target mount 124 when target mount 124 isin a lowered orientation, as shown in FIG. 13 . Mat 28 in turn isconnected to rail 194, such as via fasteners or pegs. In the illustratedembodiment mat 28 is constructed of a flexible material such that it maybe rolled up when not in use, and surrounds vehicle 22 and has anopening 198 wherein vehicle 22 is supported on the floor at opening 198.Mat 28 may be constructed as a single integrated piece, or may beconstructed as separate segments that are secured together.

Accordingly, the above discussed process for aligning target mount 24may be used to position mat 28 about vehicle 22 for calibration ofsensors disposed on vehicle 22, including based on known dimensions ofmat 28 and locations of targets 180 on mat 28. For example, vehicle 22is initially nominally positioned relative to target frame 24 and wheelclamps 34, 36 are attached to vehicle 22, with process 146 beingemployed to position arms 190 and rail 194 as required for calibrationof a given sensor on a vehicle 22, including via longitudinal androtational movement of support 110 by actuators 104 and 112, andlaterally with respect to the longitudinal orientation of vehicle 22 byway of actuator 126 that moves target mount 124 along rail 122, wheremovement of target mount 124 will in turn cause rail 194 to slide alongrail 192. Mat 28 may then be secured to rail 194 and rolled out aroundvehicle 22. Alternatively, mat 28 may be moved by being dragged alongthe floor into a desired orientation. Upon mat 28 being positioned intoa desired orientation, mat 28 may also be checked, such as by anoperator, to be sure its sides disposed on either side of vehicle 22 areparallel to each other. For example, as understood from FIG. 13 , lasers187 may be mounted to rail 192 and/or rail 194, with lasers 187 beingsquare thereto. Lasers 187 may be configured for alignment with astraight edge of mat 28 whereby an operator may activate lasers 187 tocheck and adjust as necessary that mat 28 is properly square relative totarget adjustment frame 24.

As noted, mat 28 may also include locators 186 for positioning oftargets, such as targets 188. Locators 186 may comprise receptacles inthe form of cutouts in mat 28 or printed markings on mat 28 forindicating the correct positional location for placement of targets 188.Still further, locators 186 may comprise embedded receptacles in theform of fixtures, such as pegs, or grooves, or the like, to whichtargets 188 may connect. Still further, instead of mat 28, or inaddition to mat 28, a target assembly may be equipped with rigid arms189 (FIG. 14 ), with the arms 189 extending between a moveable rail,such as rail 194, and a target, such as target 188. As such, thealignment and calibration system 20 may be used to position alternativetargets about vehicle 22.

An alternative floor target assembly as compared to assembly 180 may beemployed within the scope of the invention. For example, a sliding railsuch as sliding rail 194 may be provided with telescoping ends toincrease its length, such as to accommodate differently sized mats.Still further, a sliding rail may be configured for lateral movement inan alternative manner than by way of connection to target mount 124 andactuator 126. For example, an actuator may alternatively be mounted toarms 190 extending from support 110.

FIGS. 12-14 additionally illustrate that system 20 may be used inconnection with calibration of non-forward facing sensors, whereby avehicle such as vehicle 22 may be oriented rearwardly relative to targetadjustment frame 24. In such an orientation projector wheel clamps 34 a,34 b are mounted to the front wheel assemblies 32 of vehicle 22, andaperture plate wheel clamps 36 a, 36 b are mounted to the rear wheels,with the light projectors 66 oriented to project toward imager housings40 a, 40 b on target adjustment frame 24. This orientation may be usedfor the calibration of ADAS sensors configured as rear cameras, rearradar, and the like.

With reference to FIG. 15 , in another aspect of the present invention,an ADAS calibration system may be employed with a non-contact wheelalignment system 250, such as supplied by Burke E. Porter Machinery Co.of Grand Rapids, Mich., for determining the vehicle position as well aswheel alignment information, with such data supplied to controller 42 ora remote computing system 170 for controlling the target position to atarget adjustment frame, such as frame 24. In such an embodiment, thetarget adjustment frame 24 need not include imager housings 40 a, 40 bor camera 38, and likewise wheel clamps 34, 36 would not be employed.

Non-contact wheel alignment system 250 is positioned adjacent a targetadjustment frame, where vehicle 260 may either face the targetadjustment frame forwardly or rearwardly depending on the specificsensor to be calibrated. In the illustrated embodiment of FIG. 15non-contact wheel alignment system 250 is constructed in accordance withU.S. Pat. Nos. 7,864,309, 8,107,062 and 8,400,624, which areincorporated herein by reference. As shown, a pair of non-contact wheelalignment (“NCA”) sensors 252 a, 252 b are disposed on either side of atire and wheel assembly 258 of vehicle 260. NCA sensors 252 a, 252 bproject illumination lines 264 onto either side of the tire, with leftside 266 a shown. NCA sensors 252 a, 252 b receive reflections ofillumination lines 264, by which system 250 is able to determine theorientation of the tire and wheel assembly 258. Although not shown,corresponding NCA sensors 252 a, 252 b would be positioned about allfour tire and wheel assemblies 258 of vehicle 260 whereby vehicleposition information can be determined by system 250, which may be basedon a known orientation of the sensors NCA sensors 252 a, 252 b disposedabout vehicle 260 in a stand of the system 250. As noted, the wheelalignment and vehicle position information is provided to a controller,such as controller 42, or to a remote computing device, such ascomputing device 170, such as via the Internet. In response to the wheelassembly alignment and vehicle position information, the controller orremote computing device may then operatively in response send signals tothe controller 42 for activating the various actuators 104, 112, 120 and126 to position a target relative to a sensor of a vehicle. It should beappreciated that alternative NCA sensors relative to sensors 252 a, 252b may be employed.

In the illustrated embodiment non-contact wheel alignment system 250comprises a stand having rollers 269 disposed at each of the wheelassemblies 258 of vehicle 260, whereby wheel assemblies 258 may berotated during the alignment and position analysis while vehicle 260remains stationary. It should be appreciated, however, that alternativenon-contact wheel alignment systems may be employed, including systemsutilizing stands upon which a vehicle remains stationary and the wheelalignment and vehicle position information is measured at two separatelocations, as well as drive-through non-contact alignment systems inwhich the vehicle position is determined. For example, alignment of atarget in front of a vehicle for calibration of vehicle sensors may beperformed using a system for determining wheel alignment and vehicleposition based on movement of a vehicle past a vehicle wheel alignmentsensor, which systems are known in the art. Based on vehicle orientationand alignment information from such sensors a controller may determine alocation for placement or positioning of a target adjustment frame, asdisclosed above. For example, the vehicle may be driven along or by suchsensors located on either side of the vehicle and come to a stop withinthe sensor field whereby the controller is able to position the targetframe at the appropriate location relative to the vehicle. Suchdrive-through systems are known in the art.

With reference to FIG. 16 , a vehicle target alignment system 300 isillustrated employing alternative NCA sensors 550 attached to a lift321. A target adjustment frame is schematically illustrated at 324,where target adjustment frame 324 may be configured in like manner totarget adjustment frame 24 discussed above. As shown, target adjustmentframe 324 is mounted to rails 325 for longitudinal movement relative tolift 321 and to vehicle 322 disposed on lift 321. FIG. 16 additionallyillustrates the inclusion of a combined controller and operatorcomputing device 345 for use by an operator 347. In use, vehicle 322 isdriven onto stand 349 of lift 321 when lift 321 is in a loweredorientation. Vehicle 322 is then positioned into an initial position andNCA sensors 550 are used to determine wheel alignment of vehicle 322 aswell as position of vehicle 322 on stand 349. Vehicle 322 may then bepositioned into a second position or calibration orientation, such as byrolling vehicle 322 whereby the wheels turn 180 degrees. NCA sensors 550are then again used to determine wheel alignment of vehicle 322 as wellas position of vehicle 322 on stand 349. The two sets of determinationsenable system 300 to determine runout-compensated thrust angle ofvehicle 322, where by a target on target adjustment frame 324 may bepositioned into a desired orientation for calibration. It should beappreciated that the mounting of frame 324 on rails 325 enables frame324 to have greater movement relative to vehicle 322 when used with lift321, which is beneficial due to the fixed orientation of vehicle 322 onlift 321 whereby frame 324 may be positioned as required based on theparticular sensor and vehicle make and model procedures specifiedtherefor, such as specified by an OEM. It should be further understoodthat although lift 321 is shown in an elevated orientation in FIG. 16 ,lift 321 would be lowered to be generally planar with target adjustmentframe 324 when used for calibration of sensors on vehicle 321. Lift 321may be used, for example, in a repair facility whereby an operator 347may be able to conveniently perform additional operations on vehicle321, such as adjustment of the alignment of vehicle 321 based on thealignment information from NCA sensors 550.

Accordingly, the target alignment and sensor calibration system of thepresent invention may employ alternative vehicle orientation detectionsystems, including NCA sensors, such as sensors 252 a, 252 b orcooperative wheel clamps with light projectors, such as clamps 34, 36and imagers 38, with the vehicle orientation detection systems providinginformation regarding the orientation of a vehicle relative to a targetadjustment frame whereby the target adjustment frame selectivelypositions a target relative to the vehicle, and in particular relativeto a sensor of the vehicle.

It should further be appreciated that system 20 may include variationsin the construction and operation within the scope of the presentinvention. For example, target mount 124 or an alternatively constructedtarget mount may simultaneously hold more than one target, in additionto being able to hold different targets at separate times. Stillfurther, target mount 124 may hold a target configured as a digitaldisplay or monitor, such as an LED monitor, whereby such a digitalmonitor may receive signals to display different target patterns asrequired for specific sensor calibration processes. Moreover, targetadjustment frame may optionally or alternatively include a passive ACCradar alignment system configured for aligning the ACC radar of avehicle. This may comprise, for example, a modified headlight alignmentbox having a Fresnel lens mounted to the target stand or frame, with thealignment box configured to project light onto a reflective element ofan ACC sensor of the vehicle, with the projected light being reflectedback to the alignment box. Alternatively configured wheel clamp devicesmay be used relative to wheel clamps 34 and 36. For example, projectionassembly 60 and aperture assembly 76 may be incorporated into a knownconventional wheel clamp, or other wheel clamp specifically constructedto mount in a known orientation to a wheel assembly.

Still further, although system 20 and vehicle 22 are shown and discussedas being disposed on a floor in the illustrated embodiment, such as afloor of a repair facility or vehicle dealership, system 20 mayalternatively employ a rigid plate, such as a steel plate upon which thetarget adjustment frame 24 and vehicle 22 are disposed to promote aflat, level surface for alignment and calibration. Moreover, in theillustrated embodiment of FIG. 1 , the target adjustment frame 24 isshown to be approximately of the same width as vehicle 22. In analternative embodiment, a target adjustment frame may be configured tohave extended lateral movement, such as by being mounted to the floorvia lateral rails to enable the frame to traverse across or relative tomultiple vehicles. For example, an ADAS alignment system may be disposedwithin a repair facility having multiple bays with the extended lateralmovement thereby enabling a target to be selectively positioned in frontof multiple vehicles. Such a configuration may also aid in throughput ofthe vehicles through a facility, with one vehicle being readied for ADAScalibration while another is undergoing calibration. In anotheralternative embodiment, a base frame of a target adjustment frame ismounted to the floor on longitudinal rails to enable greaterlongitudinal positioning of the target adjustment frame, with suchlongitudinal rails being used for nominal longitudinal adjustmentrelative to a vehicle.

Further changes and modifications in the specifically describedembodiments can be carried out without departing from the principles ofthe present invention which is intended to be limited only by the scopeof the appended claims, as interpreted according to the principles ofpatent law including the doctrine of equivalents.

1. A method of calibrating a sensor of a vehicle by aligning a targetwith the sensor, said method comprising: nominally positioning a vehiclein front of a target adjustment stand, wherein the target adjustmentstand includes a stationary base frame and a target mount configured tosupport a target, and wherein the target adjustment stand includesactuators for adjusting the position of the target mount; determining anorientation of the vehicle relative to the target adjustment stand usinga computer system; positioning the target mount based on the determinedorientation of the vehicle relative to a sensor of the vehicle byactuating the actuators with the computer system; and performing acalibration routine whereby the sensor is calibrated using the target.2. The method of claim 1, wherein said determining an orientation of thevehicle relative to the target adjustment stand includes determining arunout-compensated thrust angle of the vehicle, and wherein saidpositioning the target mount includes positioning the target based onthe runout-compensated thrust angle.
 3. The method of claim 2, whereinsaid determining a runout-compensated thrust angle of the vehiclecomprises determining wheel alignment at a first position of the vehicleand at a second position of the vehicle, with the tire assemblies of thevehicle rotating 180 degrees between the first position and the secondposition.
 4. The method of claim 1, wherein said determining anorientation of the vehicle relative to the target adjustment standcomprises; projecting lights from light projectors on rearward wheelclamps through apertures on aperture plates of forward wheel clamps,wherein the rearward wheel clamps are mounted to the opposed wheelassemblies of the vehicle furthest from the target adjustment frame andthe forward wheel clamps are mounted to the opposed wheel assemblies ofthe vehicle closest to the target adjustment frame; imaging lightprojected through the apertures by the light projectors with imagersdisposed at the target adjustment frame; and determining the orientationof the vehicle relative to the target adjustment frame based on theimages of projected light obtained by the imagers.
 5. The method ofclaim 4, wherein said target adjustment frame includes a pair of spacedapart imager panels, and wherein said projecting lights from lightprojectors comprises projecting light onto respective ones of saidimager panels to form a light pattern on each imager panel, and whereinthe imagers are configured to image the light patterns.
 6. The method ofclaim 5, wherein the imager panels are translucent, and wherein thelight pattern formed on each imager panel is imaged from a back surfaceof the imager panels.
 7. The method of claim 4, wherein the forwardwheel clamps each further include a distance sensor configured to obtaindistance information relative to spaced apart portions of the targetadjustment frame, and wherein said determining an orientation of thevehicle comprises determining the orientation of the vehicle relative tothe target adjustment frame based at least in part on the distanceinformation from each distance sensor.
 8. The method of claim 1, whereinsaid determining an orientation of the vehicle relative to the targetadjustment stand includes using non-contact wheel alignment sensorsdisposed at the wheel assemblies of the vehicle to determine theposition of the vehicle relative to the non-contact wheel alignmentsensors, and determining the orientation of the vehicle relative to thetarget adjustment frame based at least in part on the determinedposition.
 9. The method of claim 1, wherein said computer systemcomprises a remote computing device, wherein the remote computing deviceis configured to determine the orientation of the vehicle relative tothe target adjustment stand and transmit control signals to selectivelyactuate the actuators.
 10. A system for aligning a target to a vehiclefor calibration of a sensor equipped on the vehicle, said systemcomprising: a vehicle stand upon which a vehicle is configured to bepositioned; a target adjustment frame movably mounted to a rail withsaid rail extending longitudinally with respect to said vehicle standand to a longitudinal axis of the vehicle when positioned on saidvehicle stand, said target adjustment frame including a base framemovably mounted to said rail, a target mount moveably mounted on saidtarget adjustment frame with said target mount configured to support atarget, said target adjustment frame further including a plurality ofactuators configured to selectively move said target mount relative tosaid base frame; a computer system, said computer system configured toselectively actuate said actuators to position said target relative tothe vehicle positioned in front of said target adjustment frame, withsaid target mount being moveable by said actuators vertically andlaterally with respect to the longitudinal axis of the vehicle whenpositioned in front of said target adjustment frame; wherein said targetadjustment frame is moved on said rail into a longitudinal orientationrelative to the vehicle and said computer system selectively actuatessaid actuators to position said target based on a known orientation ofthe vehicle on said vehicle stand to position said target relative to asensor of the vehicle whereby the sensor is able to be calibrated usingthe target.
 11. The system of claim 10, wherein said rail comprises apair of rails to which said target adjustment frame is movably mountedfor longitudinal movement relative to the longitudinal axis of thevehicle when positioned on said vehicle stand.
 12. The system of claim10, wherein said base frame comprises a base member and said targetadjustment frame comprises a tower coupled to said base member with saidtarget mount supported by said tower, and wherein said actuators areconfigured to move said target mount vertically and laterally relativeto said tower.
 13. The system of claim 12, further including a targetmount rail disposed on said tower and wherein said actuators comprise afirst target mount actuator and a second target mount actuator, whereinsaid first target mount actuator is operable to move said target mountlaterally along said target mount rail and said second target mountactuator is operable to adjust the vertical orientation of said targetmount.
 14. The system of claim 13, wherein said computer systemcomprises a controller configured to selectively actuate said firsttarget mount actuator and said second target mount actuator.
 15. Thesystem of claim 10, further comprising non-contact wheel alignmentsensors disposed on said vehicle stand, wherein said non-contact wheelalignment sensors are operable to determine the position of the vehiclerelative to said non-contact wheel alignment sensors.
 16. The system ofclaim 10, wherein said vehicle stand comprises a lift configured toselectively raise and lower the vehicle.
 17. A method of calibrating asensor of a vehicle by aligning a target with the sensor, said methodcomprising: positioning a vehicle on a vehicle stand in front of atarget adjustment stand, wherein the target adjustment stand is mountedto a rail for longitudinal movement of the target adjustment standrelative to the vehicle stand, and wherein the target adjustment standincludes a base frame and a target mount configured to support a target,and wherein the target adjustment stand includes actuators for adjustingthe position of the target mount; positioning the target adjustmentstand relative to the vehicle on the vehicle stand by moving the targetadjustment stand along the rail; positioning the target mount relativeto a sensor of the vehicle by actuating the actuators with the computersystem based on a known orientation of the vehicle on the vehicle stand;and performing a calibration routine whereby the sensor is calibratedusing the target.
 18. The method of claim 17, wherein the targetadjustment stand is mounted to a pair of rails.
 19. The method of claim17, wherein the target adjustment frame comprises a tower and the targetmount is supported by the tower and further including a target mountrail disposed on the tower, wherein the actuators comprise a firsttarget mount actuator and a second target mount actuator, and whereinthe first target mount actuator is operable to move the target mountlaterally along the target mount rail and the second target mountactuator is operable to adjust the vertical orientation of the targetmount.
 20. The system of claim 17, further comprising non-contact wheelalignment sensors disposed on the vehicle stand, wherein the non-contactwheel alignment sensors are operable to determine the position of thevehicle relative to the non-contact wheel alignment sensors.
 21. Thesystem of claim 17, wherein the vehicle stand comprises a liftconfigured to selectively raise and lower the vehicle.